Car-brake



(No Model.) 3 Sheets-Sheet 1.

F. H. D. NEWHARD.

. CAR BRAKE.

- No.`335,379. lPatented. Peb. 2, 1886.

N. PETERS. PhaxoLiumgnpiwr. wahl nnnnnn c.

(No Model.) 3 Sheets-Sheet 2.

F. H. D. NBWHARD.

GAR BRAKE.

No. 335,379. l Patented Feb. 2, 1886.

WI TJV ESSES I JV VEJV TOR NA PEYERS. Phuwflixhoguphor. wnmingwn. D. C.

(No Model.) 3 Sheets-Sheet 3.

P. H. D. NEWI-IARD.

GAR BRAKE.

No. 335,379. Patented Feb. 2, 1886.

.to prevent the same from interfering with the ArtNr OFFICE.,

FRANKLIN H. D. NFVHARD, OF HOKENDAUQUA, PENNSYLVANIA.

CAR-B RAKE.

lliCiFCATSN forming part of Letters Patent No. 335,379, dated February2, 1886.

Application tiled November ll, 1885.

To all whom it may concern:

Be it known that I, FRANKLIN H. D. New- HARD, a citizen of the UnitedStates, residing at Hokendauqua, in the county of Lehigh and State ofPennsylvania, have invented certain new and useful Improvements inCar-Brakes, of which the following is aspecification, reference beinghad therein to the accompanying drawings.

The object of this improvement is to provide railroad cars withautomatic brake mechanisin that will be operated by the momentum of thecars when the train is moving forward, and that can be readily madeinactive in order backward movement of the train, as occasion mayrequire, or for shifting the cars in making up trains, or for otherpurposes. These results are attained by the means illustrated in thedrawings, herewith filed as part hereof, in which the same letters ofreference denote the same parts in the different views.

Figure l is a sectional side elevation of a freight car and truckprovided with brake mechanism embodying the features of my iinprovement.Fig. 2 is a similar representation showing a modification of themechanism. Fig. 3 is a sectional rear elevation of thesaine, more fullyshowing the relation of the parts thereof. Fig. 4 is a rear elevation ofpart of the mechanism shown in Fig. l.

A B G D E is an ordinary truck-frame.

F F are the truck-wheels.

G is a friction-disk suitably secured to the truck-wheel axlesubstantially in the position shown in Fig. 3.

H is a friction-roller journaled at H2 to hangers H, articulated to thetruck-beam C by means of eyes c and bolt c, and transversely connectedto each other by bolt h.

J is a bracket suitably secured to the truckbeam, and provided with asheave, I, arranged to turn on a bolt, I, connecting the parts. Thebracket .I is provided with a perforation for the passage of the rod c,connected to the eyes c', and h are eyes affixed to a reduction of theroller H, which latter is suspended from the truck-beam C inline withand adjacent to the friction-disk G on the truck-wheel axle.

P P are shoe-supporting bars or beams articulated by eyes p to hangersP, which are Serial No. 1151-139. (No model.)

similarly connected, as shown at jf, to the truck-beams B.

T T are the shoes articulated lo perforated projections p" ofthe beamsP, in line with and adjacent tothe part of the truck-wheels which bearsupon the rails, and g y are chains connecting the shoes 'l 'F in theusual manner to the truck-frame.

K is the ear supported on the truck by the bearing-beam K.

K" is the pulling-beam ofthe car.

1i represents the usual bumpers.

N is a buffer articulated to a bar, N, which is arranged to slide in abracket, M, bolted to the pull ing-beam K2, and provided with anextension, DI', which is made open at the top, for

I a purpose hereinafter set forth.

R2 is a bracket bolted, as shown, to the pulling-beam of the car, andbifurcated at its lower end, It, for the reception of a lever, R,pivoted thereto by bolt r, and provided at ils upper end with a slottedenlargement, R', for the reception and passage of the rounded part ofthe buffer-bar N, which is provided with a spiral spring, Ni, and at itsend with nuts ai, for a purpose hereinafter set forth.

S is a chain connecting the lever R over the sheave I with thetransverse bolt h ofthe hangers H, which support the roller H,which isconnected by means of eyes h and chains S S" and eyes pp with theshoe-supporting beams P.

L isa shifting-rod, affixed by eyes, as shown, to the pulling-beam, andprovided with a perforated arm, L,connected by means of a chain, Z, andeye a with the buffer N. The shiftingrod L projects slightly beyond eachside of the car, as shown in Fig. 3, for a purpose hereinafterexplained.

Referring to the modification shown in Fig. 2, the bracket R2, lever R,chain S, bracket J, and sheave I are dispensed with and the roller H andhangers H connected with the bufferbar N by means of a suitably-curvedpushbar, It, having a perforated enlargement, R, for the reception andpassage of the rounded part of the buffer-bar, and bifurcated at itslower end for the reception of a curved linkplate7 J, supported in thebifurcation mentioned by bolt d, and connected with the hangers H androller H by means of eyes, which IOO t over the journals of the latter,as shown at H2 in Fig. l.

R is a bracket bolted to the truck-frame, and projecting therefrom, toform a support for the push-bar R, which is arranged to slide therein.

The other parts of the mechanism shown in Fig. 2 are the same inconstruction and relation to each other.

The brake mechanism herein described may, if deemed advisable, beapplied to both ends of the car. Additional bumpers should be afiixed tothe pulling-beam K2 in positions to correspond with that of the bufferN, affixed tothe bar N on the adjacent car.

Referring to Fig. 1, the operation is as follows: V'Vhen the steam isshut off from the engine and the brakes applied to the latter, the earsin the train will advance on each other, the buffers N will engage withthe bumpers on the adjacent cars, the upper end of the lever R will bemoved backward by the inward motion -of the buffer-bar, resul-ting fromthe contact, the lower end of the leverRwill be moved outward and forcethe roller H against the friction-disk G on the truck-axle with thepower involved in the tension of the spring on the bufferbar N. rIhecontact of the disk G and roller H will cause the latter to tu rn andeffectively apply the brakeshoes to the truckwheels by means of thechains S S2, connecting the motion of the same. The tension of thespring on the buffer-bar will also relieve the jar ofthe contact of thebuffers and bumpers, and thereby prevent breakage of the parts. The slotin the enlargement R of the lever R will allow motion of the samecorresponding with that of the buffer-bar. After the train is stoppedand the bearings of the buffers and bumpers are relieved the tension ofthe spring N2 and the weight of the hangers H and roller H will causethe parts to react and take the positions shown.

Referring to Fig. 2, the operation is as folthe truck-wheels for thepurpose set forth. Reaction of the parts to the positions shown willresult from thesame causes as above mentioned. By the backwardadjustment of the shiftingrod L, affixed to the pulling-beam, asindicated by the dotted lines, the buffer N, by reason of opening in topof bracket M, will be given a vertical position, which will preventcontact of the same with the bumpers on the adjacent cars, in which casethe mechanism will be made inactive, and the entire train may be movedbackward, and any or all of the cars shifted from one track or train toanother, as occasion may require. Chain or rod connection of theshifting-rod arm L may be made with the top of the car, in order thatthe brakes may be made inactive or active, without the operatordescending to the shiftingrod on the pnlling-beam,which isintended foruse for the purpose mentioned when the operator is on the ground. rPhepulling-beam K2 is provided with a metal plate intermediate of the sameand the sliding buffer-bar N, in order to prevent wear of the beam byfriction with the bar. Such plate is obscured from view by the bracketwhich supports the buffer-bar.

Having explained the features of my improvement, 'what I claim as new,and desire to secure by Letters Patent, is

l. The combination of the roller suspended from the bearing-beam of thetruck by vertical hangers and connected over and under the truck axleswith the shoe supporting beams by chains in the manner shown, thefriction-disk on the truck-axle, the sliding buffer-bar, and theintermediate mechanism, arranged to operate as specified, for forcingthe roller against the friction-disk on the truck.- axle and applyingthe brake-shoes to the truckwheels, as and for the purpose set forth.

2. The roller suspended from the bearingbeam of the truck by verticalhangers and connected over and under the truck-axles with theshoe-supporting beams by chains in the manner shown, in combination withthe friction-disk on the truck-axle, as and for the purpose set forth.

In testimony whereof I affix my signature in presence of two witnesses.

FRANKLIN H. D. NEVHARD. lVitnesses:

THOMAS F. BUTZ, JAMES B. SNYDnR.

IOO

